Method for moving a vehicle to a component of an object at a distance therefrom (pre-positioning point)

ABSTRACT

A method for moving a vehicle to a component of an object at a distance therefrom, the vehicle having a navigation module which has a camera and an evaluation electronics, and an identification element is attached to the object in a predetermined position in such a way that it is recognized by the camera in a far range (Dmax) of the vehicle from the object, and a reverse driving line of the vehicle is calculated by the evaluation electronics from the perspective position of the camera in relation to the identification element. The method improves the approach of a vehicle to a stationary object. A close-range (Dmin) is defined in the direction of the object by a close-range radius (Rmin) and the reverse driving line is calculated up to a virtual pre-positioning point (SVi, SVii, SViii) lying on the close-range radius (Rmin).

FIELD OF THE INVENTION

The invention relates to a method for moving a vehicle to a component ofan object at a distance therefrom, the vehicle having a navigationmodule which has a camera and an evaluation electronics, comprising thesteps of: attaching an identification element is attached to the objectin a predetermined position in such a way that it is recognized by thecamera in a far range (D_(max)) of the vehicle from the object, andcalculating a reverse driving line of the vehicle by the evaluationelectronics from the perspective position of the camera in relation tothe identification element.

BACKGROUND OF THE INVENTION

Methods like this are used to simplify the approach of a vehicle to astationary object or even to be able to carry it out autonomously, i.e.without the involvement of a driver.

Document DE 10 2017 119 968 A1 discloses a pattern that can be detectedon the front of a trailer, wherein the pattern comprises at least onefixed point. A two-dimensional coordinate system located in the front ofthe semi-trailer is spanned with the help of the fixed point andpossibly other points that are arranged at a predefined distance fromthe fixed point and recorded by a detection unit, which is designed inparticular as a camera system. A major disadvantage of a trailerdesigned in this way is the ability to find the coupling means, sincethe distance between the kingpin in the longitudinal direction of thevehicle and the front of the trailer is not known during coupling andincorrect couplings can occur, especially when the vehicle approaches atan angle.

Another prior art is described by document DE 10 2014 217 746 A1 havinga vehicle and an implement to be picked up by the vehicle. A foldingsign with a checkerboard pattern is present on the implement, which isrecognized by at least one camera. The approach angle is calculated fromthe distortion of the checkerboard pattern, with the exact height of acoupling device on the implement being unknown. Furthermore, aperception engine does not process the entire image from the camera(s),but only a region of interest, so that only a small portion of thecamera image is used. This requires a largely precise pre-positioning ofthe vehicle, for which the driver's participation is necessary.

Document DE 20 2019 104 576 U1 describes a device for positioning twovehicles for a coupling process. A sign is attached to one of thevehicles with a QR code applied thereto, which also contains positiondata regarding the associated coupling means relative to the sign. Thesign is recognized and read by a camera located on the other vehicle.Finally, the other vehicle is moved from a starting position to ahitching position based on a calculated path. However, the known devicehas proven to be unsuitable for equipping commercial vehicles, since thesign would have to be attached to the front of the trailer, especiallyin the case of a semi-trailer, and the sign would run over the cameraduring coupling, so that it would no longer be available for navigation.

Document DE 10 2016 209 418 A1 explains a method and a system foroperating a combination of towing vehicle and trailer, in which theposition of the trailer relative to the towing vehicle is to be improvedboth before coupling and in the coupled state. For this purpose, thetrailer has at least one information carrier that can be read out by areadout device on the towing vehicle. Based on the measured position ofthe information carrier, the relative position of the trailer to thetowing vehicle is determined, which also corresponds to the relativeposition of the information carrier.

Document DE 10 2012 003 992 A1 deals with a route guidance system formotor vehicles with a camera arranged at the rear of the vehicle and aposition-determining marking attached to a stationary object, as well asan electronic image processing device. Information about the geometry ofthe marking is stored in the image processing device and is comparedwith an image provided by the camera. Position information of thevehicle relative to the stationary object is determined from thiscomparison.

Document DE 10 2004 029 130 A1 deals with a method for coupling atrailer to a motor vehicle. When a motor vehicle approaches the trailer,stored model data of the hitching area of the trailer are used in orderto segment them in image data captured by an image sensor, i.e. tolocate the structures in the image that correspond to the model data.The stored model data of the coupling area are placed in the correctposition in the image data and a target zone for coupling the motorvehicle to the trailer is determined from this superimposition of themodel data with the image data.

Proceeding from the disadvantages of the prior art, the object of theinvention was to develop a method for improving the approach of avehicle to a stationary object.

SUMMARY OF THE INVENTION

The object is achieved according to the invention with a method formoving a vehicle to a component of an object at a distance therefrom,the vehicle having a navigation module which has a camera and anevaluation electronics, comprises the steps of attaching anidentification element is attached to the object in a predeterminedposition in such a way that it is recognized by the camera in a farrange (D_(max)) of the vehicle from the object, and calculating areverse driving line of the vehicle by the evaluation electronics fromthe perspective position of the camera in relation to the identificationelement, wherein that a close-range (D_(min)) is defined in thedirection of the object by a close-range radius (R_(min)) and thereverse driving line is calculated up to a virtual pre-positioning point(S_(Vi), S_(Vii), S_(Viii)) lying on the close-range radius (R_(min)).

The vehicle can be a towing vehicle, the object can be a trailer vehicleand the component can be a coupling means of the trailer vehicle.Advantageously, the trailer vehicle is a semi-trailer and the couplingmeans is a king pin. The camera and the evaluation electronics are thenarranged in particular on the towing vehicle. The identification elementis favorably attached in a stationary manner to a front side of thetrailer vehicle, in particular to a front side of the trailer.

Alternatively, the vehicle may include a towing vehicle and a trailervehicle coupled thereto, the object may be a loading ramp, and thecomponent may be a middle position of an upper edge of the loading ramp.In this variant, the camera is arranged in particular on that side ofthe trailer vehicle which is remote from the towing vehicle. A secondcamera is advantageously attached to a rear side of the trailer vehicle,which is aligned on the side of the trailer vehicle opposite the frontside.

The system also enables the vehicle to approach an object autonomouslyor semi-autonomously. A self-sufficient approach is understood to mean afully automated approach of the vehicle without any interaction of thedriver or another person, it also being possible for the method to startautomatically. In the case of a semi-autonomous approach, the driver canat least start the process and, if necessary, initiate or take overindividual steps.

The identification element is preferably a sign attached to the objectin the field of view of the camera, wherein on the sign athree-dimensional position information is applied. The sign isexpediently arranged on the object within a mounting radius of a maximumof 1.30 m around the component. This makes it possible to focus thecamera's field of view on a comparatively small area on the front sideof the trailer vehicle. The identification element contains informationon the distance from the identification element to the component in thevehicle longitudinal axis, in the vehicle transverse axis and in thevehicle vertical axis.

In addition, information about the position of the front edge of thetrailer in the longitudinal axis of the vehicle can be stored in theidentification element if this is not arranged exactly above the frontedge of the trailer.

Due to the three-dimensional position information, there is preciseknowledge of the distance between the component, in particular acoupling means such as a kingpin, while the vehicle is approaching theobject. Starting from the front edge of the trailer, for example, thekingpin can be in different positions in the longitudinal axis of thevehicle, depending on the trailer type. Thus, tank or silo vehicles havea distance from the front edge of the trailer to the king pin of often600 mm to 700 mm, whereas in conventional trailers the king pin isspaced approximately 1700 mm from the front edge of the trailer. Withoutknowledge of the kingpin position in the vehicle longitudinal axisrelative to the identification element, there is a risk of the vehiclespeeding too high during coupling, which can result in considerabledamage to the kingpin but also to the towing vehicle coupling.

In addition, there is a risk that without knowing the spatial positionof the kingpin, the towing vehicle coupling will be driven too far underthe towing vehicle during coupling and if the rear of the towing vehicleis raised late by means of the air suspension, the towing vehiclecoupling in the vertical axis of the vehicle will be pressed against thekingpin and damaged. The reverse case of raising the towing vehiclecoupling too early is also problematic, since the towing vehiclecoupling may only have partially moved under the front edge of thetrailer while the rear of the towing vehicle is being raised, whichmeans that a coupling plate in particular is subject to bending stressthat was not intended for the design. In addition, when the coupling isonly partially below the front edge of the trailer, a particularly largelever arm acts on the towing vehicle coupling and also on the trailer,which is also subject to increased bending stress when the towingvehicle coupling is raised and in the loaded state.

The close-range radius has its origin in a target position thatcorresponds to the component of the object and can be formed, forexample, from the central axis of the king pin of a trailer. The openingangle of the close-range radius is limited by the field of view of thecamera. An oblique approach and an oblique coupling of the trailervehicle that may result therefrom can be configured within limits andshould not exceed an angle of +/−25°, preferably +/−15°, starting fromthe longitudinal axis of the trailer vehicle.

The pre-positioning point is the point at which the camera loses theidentification element from its field of view as the towing vehicleapproaches the object further. In the case of an object in the form of atrailer vehicle, in particular a semi-trailer, the camera isadvantageously mounted in the rear area or in the vicinity or oncomponents of the towing vehicle coupling, so that the camera movesunder the trailer as the towing vehicle approaches and an identificationelement being attached to the front of the trailer vehicle can no longerbe recognized. Starting from the component of the object, in particularfrom the king pin, the close-range radius is approximately 3.00 m to4.00 m, preferably 3.50 m.

A target path is preferably calculated from the virtual pre-positioningpoint in the direction of the component of the object. The target pathis, for example, a trajectory which the vehicle follows without changingthe steering lock or steering angle set at the pre-positioning point. Anembodiment of the method in which the target path is formed from alinearly extending target straight line is particularly preferred. Atthe end of the reverse driving line, the towing vehicle therefore drivesstraight back from the pre-positioning point. As a result, a transitionis made from a complicated regulation with monitoring and comparison ofthe target and actual position to a relatively simpler control, in whichthe vehicle is driven back in the direction of the component withoutmaking any control movements. Driving in the reverse direction canadvantageously be queried and set by querying the steering angle via thesteering system of the vehicle.

t makes sense to always calculate a number of reverse driving lines,each with different mathematical functions, and the vehicle follows areverse driving line selected therefrom. The multiple reverse drivinglines can be stored as a family of curves of trajectory lines after theyhave been calculated in the evaluation electronics. The vehicle thenselects an ideal reverse driving line and follows it. This results inthe advantage that less computing power is required in the evaluationelectronics than in the case of iterative models. With iterative models,new reverse driving lines are to be calculated sequentially as thevehicle approaches.

A pre-positioning point is expediently calculated on the close-rangeradius for each of the several reverse driving lines. Thepre-positioning points of the several reverse driving lines are allarranged next to one another on the common close-range radius and arelocated at different distances from the longitudinal axis of the trailervehicle.

According to a particularly favorable embodiment, an associated targetpath in the direction of the component of the object can always becalculated from each pre-positioning point. In this case, target pathsof pre-positioning points that are further away from the vehiclelongitudinal axis on the close-range radius have a larger angle thantarget paths of pre-positioning points that are on the close-rangeradius in or adjacent to the vehicle longitudinal axis.

From the plurality of reverse driving lines, that one is advantageouslydetermined as the selected reverse diving line in which an angle betweenthe target path and the longitudinal axis of the trailer vehicle is assmall as possible. Due to the small angle, the towing vehicle isapproached and coupled as precisely as possible in the longitudinal axisof the trailer vehicle.

Each of the reverse driving lines can have a tolerance corridor in whichan actual driving route of the vehicle is corrected. If the vehicleleaves the tolerance corridor due to a special event such as an incline,black ice or an unstable surface, reverse travel is aborted and thesituation is reassessed from a new starting position at this point.

Favorably, when leaving the tolerance corridor and starting from a newstarting position, new reverse driving lines are calculated.

The identification element is advantageously read out and verified inthe far-range. Within the method to be carried out, the far range of thevehicle is the area that is spatially furthest away from the object.First, the identification element should be found in the far-range. Forthis purpose, the camera is prepared and adjusted in terms of itsresolution and exposure time. Finding the identification element isbased on an algorithm, according to which an identification element fora trailer or a loading ramp of a specific type is first searched for.

The object is then preferably identified in the far range by means ofinformation stored on the identification element. This can be done byreading an identity number from the identification element. The identitynumber or a type ID of the object that supplements the identity numbercan show what type of object it is, for example a trailer vehicle or aloading ramp. Among other things, the type ID can also be linked to thegeometric dimensions of the trailer vehicle, which also include specialdesign cases with an interference contour that must be taken intoaccount when the vehicle approaches.

The method for approaching the vehicle to the object is preferablystarted within the far-range, and this can be done semi-autonomously bya request from the driver, for example on a display. In aself-sufficient process, the start is initiated by preset programming ora signal transmitted externally, possibly from a control room.

It has proven to be particularly expedient if an approach area isprovided between the far-range and the close-range, wherein the approacharea is delimited from the far-range by means of an approach area radiusand from the close-range by means of the close-range radius, with thereverse driving line being calculated in the far range and/or in theapproach area using a mathematical function. At least one ideal reversedriving line is generated in the far-range and/or in the approach area.A mathematical function is understood to mean, in particular, a circularor exponential function. The reverse driving line is typically generatedin the evaluation electronics of the navigation module. The navigationmodule determines a three-dimensional location of the vehicle relativeto the component of the object by reading out the identification elementwithin the far-range and/or the approach area.

According to a further advantageous method step, a target area followsthe close-range area in the direction of the object, separated by atarget area radius, with a lifting point being defined on the targetarea radius, in which an air suspension of the vehicle is raised. Thelifting point is located between the front edge of the trailer and thecoupling means of the trailer vehicle. As a result, support jacksarranged on the trailer vehicle are initially relieved. In addition,from the lifting point the trailer plate of the trailer lies on top ofthe coupling plate, so that due to this contact, the towing vehiclecoupling and the king pin of the trailer are necessarily aligned witheach other in their intended height position and the risk of incorrectcouplings due to a misalignment in the vehicle vertical axis is reduced.

A coupling device of a trailer vehicle, in particular a kingpin, and/ora substitute feature arranged on the object is expediently recognized bythe camera in the target area.

Advantageously, the target area ends at a position in which the towingvehicle coupling is closed. From the lifting point to reaching thetarget area, the towing vehicle coupling slides under the trailer. Afterthe towing vehicle coupling has been closed, the king pin is rotatablyheld in the towing vehicle coupling, so that the towing vehicle andtrailer are mechanically connected to one another.

BRIEF DESCRIPTION OF THE DRAWINGS

For better understanding, the invention is explained in more detailbelow with reference to 8 Figures, which show in

FIG. 1 is a perspective view of a towing vehicle and an object in formof a trailer before coupling;

FIG. 2 is a plan view of an identification element in the form of a signwith markers;

FIG. 3 is a perspective view of an object in form of a loading ramp;

FIG. 4 is a side view of a vehicle comprising a towing vehicle and asemi-trailer coupled thereto when approaching a loading ramp;

FIG. 5 is a perspective view of a towing vehicle with a navigationmodule attached to the towing vehicle coupling;

FIG. 6 is a plan view of a towing vehicle with three reverse drivinglines to a semi-trailer;

FIG. 7 is a plan view of a towing vehicle with a reverse driving linerunning through different areas to a semi-trailer; and

FIG. 8 is a flowchart of method steps according to the invention.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 shows a perspective view of a vehicle 10 in the form of a towingvehicle 15, which is being driven backwards towards a component 21 of anobject 20 in the form of a trailer vehicle 22 at a distance from thetowing vehicle 15 in order to pick up the trailer vehicle 22 andmechanically couple it to one another.

In the coupled state, the towing vehicle 15 and the trailer vehicle 22form an articulated tractor-trailer assembly. For a detachableconnection to the trailer vehicle 22, the towing vehicle 15 has a towingvehicle coupling 16, into which a coupling means 23 of the trailervehicle 22 can be inserted and locked. The towing vehicle coupling 16can be seen particularly well in FIG. 5 and comprises a coupling plate17 which is fastened to the towing vehicle 15 by means of two bearingblocks 18 mounted laterally thereon. The bearing blocks 18 stand on amounting plate 19, which in turn rests on two beams of a vehicle framenot further identified and being permanently connected to them.

The coupling means 23 of the trailer vehicle 22 is usually a king pinthat projects downwards forming the component 21 of the object 20 and isshown enlarged in FIG. 1 for a better understanding. For a smooth anddamage-free coupling, the towing vehicle 15 must be reversed asprecisely as possible towards the stationary trailer vehicle 22.

For an autonomous or semi-autonomous approach of the towing vehicle 15to the trailer vehicle 22, the towing vehicle 15 has a navigation module11 which includes at least one camera 12 and evaluation electronics 13.It is preferred to attach the navigation module 11 to components of thetowing vehicle coupling 16, in particular to the coupling plate 17, oneof the bearing blocks 18 and/or the mounting plate 19. In any case, adetectable field of view of the camera 12 is in a vehicle longitudinalaxis x of the vehicle 10 to the rear, directed towards the object 20.

An identification element in the form of a sign 30 is fixed in place onthe object 20 and is located on a front side 24 of the trailer vehicle22 in FIG. 1 . The sign 30 can, but does not have to, be alignedcentrally in a vehicle longitudinal axis x of the trailer vehicle 22.However, it is preferable to attach the sign 30 in a mounting radiusR_(S) around the vehicle longitudinal axis x corresponding to half thewidth T_(B) (see FIG. 7 ) of the trailer vehicle 22 so that the camera12 can accurately find and read it.

The sign 30 has a number of markers 31, which can be seen in FIG. 2 byway of example. Each marker 31 is designed as a square field with ahigh-contrast, dark filling on the surface of the sign 30. Markers 31are used to calculate in the evaluation electronics 13 on the towingvehicle 15 at least one reverse driving line 40 _(i), 40 _(ii), 40_(iii), as shown in FIG. 6 based on a perspective change in the relativeposition of the camera 12 and the sign 30. The further the camera 12migrates laterally to the sign 30 as the vehicle 10 approaches, thegreater the distortion of the markers 31. The position of the vehicle 10relative to the sign 30 is calculated from the distortion of the markers31. The sign 30 is always searched for in the entire field of view ofthe camera 12.

The corners of an outer marker 32, which forms a closed outer border,are used in particular for an accurate calculation of the reversedriving line 40 _(i), 40 _(ii), 40 _(iii). Additional inner markers 33enable the navigation module 11 to recognize whether the vehicle 10 isapproaching the object 20 from the front or rear, since there are nomarkers 31, in particular no inner markers 33, on the back of a sign 30that is sometimes free-standing. The inner markers 33 are arrangedoffset to an outer contour of the outer marker 32 inwards by the amountof their size. Individual inner markers 33 border on free spaces 34which have the same size as the inner markers 33. In principle, allmarkers 31 are applied to a single sign 30.

In addition, a three-dimensional position information of the component21, in the embodiment of FIG. 1 of the king pin 23, relative to the sign30 is stored in the markers 31, in particular in the inner markers 33. Athree-dimensional position information is understood to mean thedistance of sign 30 from component 21, for example king pin 23, invehicle longitudinal axis x, in a vehicle transverse axis y, and in avehicle vertical axis z.

The navigation module 11 reads the three-dimensional positioninformation and mathematically modifies the coordinates of the mountingposition of the sign 30 according to an offset, so that the vehicle 10hits the component 21 of the object 20 instead of the sign 30. It isessential that the sign 30 is always fixed in place on the object 20according to the three-dimensional position information about thecomponent 21 stored thereon and does not change its own position.

The markers 31, in particular the inner markers 33, also containinformation about the identity of the object 20, which is also read outby the navigation module 11. In this way, for example, the vehicle 10receives information as to what type of trailer vehicle 22 the trailervehicle 22 to be coupled is. The type of trailer vehicle 22 isunderstood to mean, for example, whether it is a refrigerated, silo ortank trailer. Such trailer vehicles 22 often have an interfering contourthat must be taken into account when the vehicle 10 approaches. Theinformation contained in markers 31 relates, among other things, togeometric or technical data on the nature of object 20, which is takeninto account when calculating reverse driving lines 40 i, 40 _(ii), 40_(iii) (see FIG. 6 , FIG. 7 ) in order to enable an accident-freeapproach.

In addition to the markers 31, the sign 30 also has a coding field 35 inwhich, in particular, a QR code is applied. Provision can also be madefor an identification number of the trailer vehicle 22 to be implementedin the sign 30 which is read out by the camera 12, expediently in thecoding field 35 or alternatively also in the markers 31, in particularthe inside markers 33. Logistic information relating to the object 20 ortrailer vehicle 22 can be linked to the sign 30 via the identificationnumber, so that the object 20 or trailer vehicle 22 is identified as theone being sought when the towing vehicle 15 approaches. In principle,the coding field 35 contains information that is primarily important forthe logistical and less important for the navigational evaluation.

A lifting point S_(A) for the towing vehicle 15 can also be defined inthe markers 31, in particular the inner markers 33, or with the help ofan identification number of the trailer vehicle 22 implemented on thecoding field 35, wherein at the lifting point S_(A) an air suspension 14(see FIG. 5 ) of the towing vehicle 15 is raised at least until thecoupling plate 17 comes into contact with the semi-trailer 22.

FIG. 3 shows an alternative exemplary embodiment of the invention, inwhich the object 20 is a loading ramp 25, the middle position of anupper edge 26 of which represents the component 21 to navigate to. At apredetermined position of the loading ramp 25 a sign 30 is fixed inplace, in which the three-dimensional position information of the middleposition upper edge 26 of the loading ramp 25 relative to the sign 30 isstored. A vehicle 10 consisting, for example, of a towing vehicle 15 anda semi-trailer 22 coupled to it, as shown in FIG. 4 , moves in thedirection of sign 30, corrected by the three-dimensional positioninformation of the middle position upper edge 26 of loading ramp 25, andhits the component 21 to be controlled backwards in the middle.

In this exemplary embodiment, the camera 12 of the navigation module 11or an additional camera 12 a connected to the navigation module 11should be arranged on a rear side 27 of the trailer vehicle 22 in orderto ensure a clear field of view of the sign 30.

FIG. 6 shows the approach of a vehicle 10 in the form of a towingvehicle 15 to a parked trailer vehicle 22 in a plan view. The towingvehicle 15 is in the starting position S. The sign 30 of the trailervehicle 22 has already been captured by the camera 12 of the navigationmodule 11 arranged on the towing vehicle 15, read out and a total ofthree reverse driving lines 40 _(i), 40 _(ii), 40 _(iii) have beencalculated on the basis of different mathematical functions.

For reasons of clarification, only the middle reverse driving line 40_(ii) of the three reverse driving lines 40 _(i), 40 _(ii), 40 _(iii),which has already been identified as the selected reverse driving line40 a by the navigation module 11, is provided with a tolerance corridor41. A tolerance corridor 41 is understood as an kinematic envelopearound one or more reverse driving lines 40 _(i), 40 _(ii), 40 _(iii),within which the towing vehicle 15 can still countersteer in the eventof deviations from the selected reverse driving line 40 a in order toreturn to the originally selected reverse driving line 40 a. If it isdetermined in the navigation module 11 that a current position of thetowing vehicle 15 is outside of the tolerance corridor 41, steering backis no longer possible. Instead, the current position is interpreted asthe new starting position S, from which a new set of curves of reversedriving lines 40 _(i), 40 _(ii), 40 _(iii) is calculated again in thenavigation module 11. The newly calculated reverse driving lines 40_(i), 40 _(ii), 40 _(iii) are preferably also each provided with atolerance corridor 41.

In all of the exemplary embodiments, the reverse driving line(s) 40_(i), 40 _(ii), 40 _(iii) calculated by the navigation module 11 alwaysends in an associated pre-positioning point S_(Vi), S_(Vii), S_(Viii) infront of the trailer vehicle 22. When one of the pre-positioning pointsS_(Vi), S_(Vii), S_(Viii) is reached, the towing vehicle 15 exclusivelydrives straight backwards. The reverse driving lines 40 _(i), 40 _(ii),40 _(iii) are therefore no longer continuously calculated after thepre-positioning point S_(Vi), S_(Vii), S_(Viii) has been passed. Each ofthe pre-positioning points S_(Vi), S_(Vii), S_(Viii) lies on aclose-range radius R_(min), whose distance from the object 20 ispredetermined by the field of view of the camera 12, 12 a. As the towingvehicle 15 approaches a camera 12 arranged in the vicinity of the towingvehicle coupling 16 moves under the front side 24 of the trailer vehicle22 with the sign 30 attached to it, so that from the pre-positioningpoint S_(Vi), S_(Vii), S_(Viii) the sign 30 is no longer located in thefield of vision of the camera 12. From the pre-positioning point S_(vi),S_(Vii), S_(Viii) onwards, the towing vehicle 15 is no longer in acontrolled approach along a selected reverse driving line 40 a, but in acontrolled straight-ahead travel on one of the associated target paths43 _(i), 43 _(ii), 43 _(iii) in a linear direction the component 21 ofthe object 20.

The reverse driving line 40 i running on the left in the image plane ofFIG. 6 ends on the close-range radius R_(min) in the associatedpre-positioning point S_(Vi). The straight target path 43 _(i) runningfrom here in the direction of the coupling means 23 spans an angle φ_(i)with respect to the vehicle longitudinal axis x of the trailer vehicle22. The reverse driving line 40 _(iii) running on the right in the imageplane also ends on the close-range radius R_(min) in the pre-positioningpoint S_(Viii). The straight target path 43 _(iii) running from thepre-positioning point S_(Viii) in the direction of the coupling means 23spans an angle φ_(iii) to the vehicle longitudinal axis x of the trailervehicle 22.

The middle reverse driving line 40 _(ii) ends on the close-range radiusR_(min) in the pre-positioning point S_(Vii), in the middle in front ofthe trailer vehicle 22. The straight target path 43 _(ii) runs from thepre-positioning point S_(Vii) to the coupling means 23 and is ideallyaligned with the vehicle longitudinal axis x of the trailer vehicle 22.The angle is in this case 0°. From the calculated reverse driving lines40 _(i), 40 _(ii), 40 _(iii), the navigation module 11 identifies as theselected reverse driving line 40 a this one which has an angle φ_(i),φ_(ii), φ_(iii) with the lowest value.

Typically, a vehicle 10 is moved in the direction of an object 20 on aroute 42 running through four different areas, which is showngraphically in FIG. 7 and explained as a flow chart in FIG. 8 . Tosimplify the representation, only one of several possible reversedriving lines 40 _(i), 40 _(ii), 40 _(iii) is shown in FIG. 7 , namelythe reverse driving line 40 _(ii) already identified as favorable inFIG. 6 .

In a far-range D_(max), the vehicle 10 driving in the forward direction,for example a towing vehicle 15, approaches a semi-trailer 22 to becoupled. The semi-trailer 22 has a predetermined length T_(L) and widthT_(B).

The far-range D_(max) is delimited outwards in the radial directiontowards the object 20 by a far-range radius R_(max) and in the directionof the object 20 by an approach area radius R_(med). Outside thefar-range radius R_(max), the vehicle 10 moves in its usual drivingenvironment without relevance for a method and a system for approachingthe vehicle 10 to a stationary object 20. The far-range radius R_(max)has, starting from the lifting point S_(A), a length of 12.00 m to 17.00m, preferably 13.00 m to 16.00 m, very preferably 14.00 m to 15.00 m,and covers an angle of 100° to 120° in the straightforward direction ofthe object 20.

Within the far-range D_(max), the method or system for moving a vehicle10 to an object 20 is triggered when the approach point system startA_(S) is reached. The system start can be triggered manually by thedriver, by means of a remote control from a control station, or bypredetermined programming.

While the vehicle 10 is still driving forward, it reaches an approachpoint for establishing a link connection A_(V), from which point thecamera 12 is switched on and a sign 30 on an object 20 is searched for.If the link connection at the approach point A_(V) is successful, anidentification number of the object 20, in particular of the trailervehicle 22, is subsequently read out in an object information approachpoint A_(O). Consequently, the navigation module 11 knows the type oftrailer vehicle 22 and sometimes also its geometric dimensions. Theforward travel of the vehicle 10 on the route 42 ends in the startingposition S. The speed of the vehicle 10 is less than 50 km/h in thefar-range D_(max).

Starting from the start position S located in the far-range D_(max), atleast one reverse driving line 40 _(i), 40 _(ii), 40 _(iii) is generatedby means of the navigation module 11, wherein the respective line isidentified in FIG. 7 as the selected reverse driving line 40 a. Thereverse driving line 40 _(ii) is calculated based on the perspectivealignment of the camera 12 to the markers 31 applied to the sign 30 andcorrected by the three-dimensional position information of the component21 of the object 20, the position information also being stored in themarkers 31 of the sign 30. If necessary, the navigation module 11 alsodetermines an associated tolerance corridor 41 for one or more reversedriving lines 40 _(i), 40 _(ii), 40 _(iii).

After passing the approach area radius R_(med), the vehicle 10 haschanged to the approach area D_(med). Starting from the lifting pointS_(A), the approach area radius R_(med) has a length of 6.00 m to 10.00m, preferably 7.00 m to 9.00 m, and covers an angle of 130° to 140° inthe straight forward direction of the object 20. While driving throughthe approach area D_(med), the already generated reverse driving line 40ii, 40 a is traveled along and the three-dimensional positioninformation is read from the sign 30 and the position of the sign 30relative to the camera 12 is tracked. The speed of the vehicle 10 isreduced in the approach area Dined with respect to the far-range D_(max)and can be a maximum of 20 km/h, for example.

The approach area D_(med) transitions into a close-range D_(min) whenthe close-range radius R_(min) is reached. The close-range radiusR_(min) has a length of 3.00 m to 4.00 m, preferably 3.30 m to 3.70 m,starting from a target position S_(Z) that corresponds to the component21, and covers an angle up to 140° in the straight forward direction ofthe object 20. The speed of the vehicle 10 is reduced even further inthe close-range D_(min) with respect to the approach area D_(med) andcan be a maximum of 5 km/h, for example.

Upon reaching the close-range radius R_(min), the vehicle 10 is locatedin the pre-positioning point S_(Vii), which is located immediately infront of the component 21 of the object 20 in the forward direction.From the pre-positioning point S_(Vii) onwards, the sign 30 attached tothe front side 24 of the object 20 is no longer captured by the field ofview of the camera 12 and therefore is no longer usable for capturingthe relative position of vehicle 10 to the object 20, since the rear ofthe towing vehicle 15 has already driven under the trailer vehicle 22.However, the towing vehicle 15 and trailer vehicle 22 are aligned withone another in the vehicle longitudinal axis x, so that the towingvehicle 15 only needs to reverse in order to hit the coupling means 23of the trailer vehicle 22.

The close-range D_(min) transitions into the target area D_(mic) when atarget area radius Rem is reached. Starting from the target positionS_(Z) that matches the component 21, the target area radius R_(mic) hasa length corresponding to half of the width of the object 20, in thepresent example half of the width T_(B) of the trailer vehicle 22 of2.55 m, for example, and covers an angle in the straight forwarddirection of the object 20 of up to 180°. The lifting point S_(A), atwhich the rear of the towing vehicle 15 together with the towing vehiclecoupling 16 is lifted by the air suspension 14, lies on the target arearadius R_(mic) in the longitudinal axis x of the vehicle. From thelifting point S_(A), the towing vehicle coupling 16 is in slidingcontact with the trailer vehicle 22 until it reaches the target positionS_(Z), in which the kingpin 23 has entered the towing vehicle coupling16. The speed of the vehicle 10 is reduced even further in the targetarea D_(mic) with respect to the close-range D_(min) and can be amaximum of 2.5 km/h, for example.

LIST OF REFERENCE NUMBERS

-   10 vehicle-   11 navigation module-   12 camera-   12 a additional camera trailer vehicle-   13 evaluation electronics-   14 air suspension-   15 towing vehicle-   16 towing vehicle coupling-   17 coupling plate-   18 bearing block-   19 mounting plate-   20 object-   21 component-   22 trailer vehicle, semi-trailer-   23 coupling means, king pin-   24 front side trailer vehicle-   25 loading ramp-   26 middle position upper edge loading ramp-   27 rear of trailer vehicle-   30 identification element/sign-   31 markers-   32 outer markers-   33 inner markers-   34 free space-   35 coding field-   40 _(i-iii) reverse driving lines-   40 a selected reverse driving line-   41 tolerance corridor-   42 route vehicle-   43 _(i-iii) target path/target straight(s)-   A_(O) approach point object information-   A_(S) approach point system start-   A_(V) approach point link connection-   D_(max) far-range-   D_(med) approach area-   D_(min) close-range-   D_(mic) target area-   R_(max) far-range radius-   R_(med) approach area radius-   R_(min) close-range radius-   R_(mic) target area radius-   R_(S) mounting radius sign-   S start position-   S_(Vi-Viii) pre-positioning points-   S_(A) lifting point-   S_(Z) target position-   T_(B) width trailer vehicle/semi-trailer-   T_(L) length trailer/semi-trailer-   x vehicle longitudinal axis-   y vehicle transverse axis-   z vehicle vertical axis-   φ_(i-iii) angle of target path or line/vehicle longitudinal axis

What is claimed is:
 1. A method for moving a vehicle to a component ofan object at a distance therefrom, the vehicle having a navigationmodule which has a camera and an evaluation electronics, comprising thesteps of: attaching an identification element is attached to the objectin a predetermined position in such a way that it is recognized by thecamera in a far range (D_(max)) of the vehicle from the object, andcalculating a reverse driving line of the vehicle by the evaluationelectronics from the perspective position of the camera in relation tothe identification element, wherein a close-range (D_(min)) is definedin the direction of the object by a close-range radius (R_(min)) and thereverse driving line is calculated up to a virtual pre-positioning point(S_(Vi), S_(Vii), S_(Viii)) lying on the close-range radius (R_(min)).2. The method according to claim 1, wherein a target path is calculatedfrom the pre-positioning point (S_(Vi), S_(Vii), S_(Viii)) in thedirection of the component of the object.
 3. The method according toclaim 1, wherein several reverse driving lines are always calculatedwith different mathematical functions and the vehicle follows oneselected reverse driving line.
 4. The method according to claim 3,wherein a respective pre-positioning point (S_(Vi), S_(Vii), S_(Viii))is calculated on the close-range radius (R_(min)) for each of theplurality of reverse driving lines.
 5. The method according to claim 4,wherein from each pre-positioning point (S_(Vi), S_(Vii), S_(Viii))always an associated target path is calculated in the direction of thecomponent of the object.
 6. The method according to claim 5, whereinfrom the plurality of reverse driving lines that one is determined asthe selected reverse driving line at which an angle (φ_(i), φ_(ii),φ_(iii)) between the target path and the vehicle longitudinal axis (x)of the trailer vehicle is as small as possible.
 7. The method accordingto claim 1, wherein the reverse driving line has/have a tolerancecorridor, in which an actual route of the vehicle is corrected.
 8. Themethod according to claim 7, wherein when the tolerance corridor isleft, new reverse driving lines are calculated from a new start position(S).
 9. The method according to claim 1, wherein the identificationelement is read and verified in the far-range (D_(max)).
 10. The methodaccording to claim 1, wherein the object is identified in the far-range(D_(max)) by means of information stored on the identification element.11. The method according to claim 1, wherein an approach area (D_(med))is provided between the far-range (D_(max)) and the close-range(D_(min)), wherein the approach area (D_(med)) is delimited to thefar-range (D_(max)) by means of an approach area radius (R_(med)) and tothe close-range (D_(min)) by the close-range radius (R_(min)), thereverse driving line being calculated in the far-range (D_(max)) and/orin the approach area (D_(med)) using a mathematical function.
 12. Themethod according to claim 1, wherein the close-range (D_(min)) in thedirection of the object, separated by a target area radius (R_(mic)),follows a target area (D_(mic)), wherein on the target area radius(R_(mic)) a lifting point (S_(A)) is defined, in which an air suspensionof the vehicle is raised.
 13. The method according to claim 12, whereina coupling means of a trailer vehicle, in particular a kingpin, isdetected by the camera in the target area (D_(mic)).
 14. The methodaccording to claim 2, wherein several reverse driving lines are alwayscalculated with different mathematical functions and the vehicle followsone selected reverse driving line, and wherein a respectivepre-positioning point (S_(Vi), S_(Vii), S_(Viii)) is calculated on theclose-range radius (R_(min)) for each of the plurality of reversedriving lines.
 15. The method according to claim 14, wherein from eachpre-positioning point (S_(Vi), S_(Vii), S_(Viii)) always an associatedtarget path is calculated in the direction of the component of theobject, and wherein from the plurality of reverse driving lines that oneis determined as the selected reverse driving line at which an angle(φ_(i), φ_(ii), φ_(iii)) between the target path and the vehiclelongitudinal axis (x) of the trailer vehicle is as small as possible.16. The method according to claim 15, wherein the reverse driving lineshave a tolerance corridor, in which an actual route of the vehicle iscorrected, and wherein when the tolerance corridor is left, new reversedriving lines are calculated from a new start position (S).
 17. Themethod according to claim 16, wherein the identification element is readand verified in the far-range (D_(max)), and wherein the object isidentified in the far-range (D_(max)) by means of information stored onthe identification element.
 18. The method according to claim 17,wherein an approach area (D_(med)) is provided between the far-range(D_(max)) and the close-range (D_(min)), wherein the approach area(D_(med)) is delimited to the far-range (D_(max)) by means of anapproach area radius (R_(med)) and to the close-range (D_(min)) by theclose-range radius (R_(min)), the reverse driving line being calculatedin the far-range (D_(max)) and/or in the approach area (D_(med)) using amathematical function.
 19. The method according to claim 18, wherein theclose-range (D_(min)) in the direction of the object, separated by atarget area radius (R_(mic)), follows a target area (D_(mic)), whereinon the target area radius (R_(mic)) a lifting point (S_(A)) is defined,in which an air suspension of the vehicle is raised.
 20. The methodaccording to claim 19, wherein a coupling means of a trailer vehicle, inparticular a kingpin, is detected by the camera in the target area(D_(mic)).